JP2016132417A - Battery cooling structure of hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To cause a motor generator to satisfactorily output power for travelling on a long uphill and to regenerate kinetic energy satisfactorily upon travelling on a long downhill.SOLUTION: A battery cooling structure of a hybrid vehicle includes: an engine 10 and a motor generator 13; a battery 15; a motor generator control means 17 for controlling the motor generator 13; a cooling means 26 which is controlled by the motor generator control means and cools the battery 15; and storage means 36, 37 which store travel scheduled path. Information regarding hills on the travel scheduled path is stored on the storage means and, when there is a hill of a distance exceeding a predetermined distance on the travel scheduled path stored in the storage means, the cooling device 26 is controlled at a starting point of the hill or just prior side of the starting point such that a temperature of the battery 15 is located within a prescribed temperature range having an upper limit value less than the battery performance compensation upper limit temperature and a lower limit value of the battery performance compensation lower limit temperature.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a battery cooling structure for a hybrid vehicle such as a cargo truck vehicle that mainly includes a power source including an engine and a motor generator and travels on a highway.

  2. Description of the Related Art Conventionally, there is known a hybrid vehicle that travels by driving power of either or both of an engine driven by burning fuel and a motor generator driven by electric power. A motor generator control device that controls a motor generator in such a hybrid vehicle drives the motor generator with driving force from wheels caused by running of the vehicle to generate power, and the electric power generated by the power generation is supplied to the battery. It is configured to charge and regenerate. And it is supposed that by driving the motor generator with the electric power regenerated and charged in the battery and then running the vehicle, the energy can be effectively utilized and so-called fuel efficiency can be improved.

  Since such a hybrid vehicle runs the vehicle not only in the engine but also in the motor generator, a relatively large-capacity battery is mounted to drive the motor generator. Many of the batteries used in this hybrid vehicle have a characteristic in which the electric characteristics are reduced when the battery deviates from a predetermined battery proper temperature range, and the capacity that can be substantially charged and discharged is reduced. For this reason, in a relatively small hybrid vehicle such as a passenger car, in order to maintain the battery in this appropriate temperature range, the temperature of the battery accommodated in the battery compartment is guided by the air in the compartment conditioned by the air conditioner. Is maintained within this appropriate temperature range (see, for example, Patent Document 1).

  On the other hand, such a structure including a power source composed of an engine and a motor generator has been adopted for a vehicle such as a large cargo truck. In such a hybrid vehicle, since the amount of electric power generated by the motor generator becomes large, a battery with a larger capacity is mounted and an independent cooling device for cooling the battery is provided ( For example, see Patent Document 2.)

  In such a hybrid vehicle, it is known that a battery is housed in a battery chamber provided in the lower part of the loading platform, and that the battery self-heats when charging and discharging are repeated. For this reason, the temperature of the battery provided in this hybrid vehicle changes depending on the gradient in the travel path that causes charging and discharging of the battery and its distance.

JP-A-10-306722 JP 2008-290636 A

  However, a hybrid vehicle such as a cargo truck vehicle is used as a commercial vehicle, and is used mainly for traveling on a highway, unlike a passenger vehicle that mainly travels in town. In such highways, unlike urban areas, long uphills that gradually increase the altitude over several kilometers or tens of kilometers, and the elevation gradually decreases over several kilometers or tens of kilometers. There is a long downhill to let you.

  For this reason, for example, when the outside air temperature is low and the battery temperature decreases, and the battery temperature is below the battery performance compensation lower limit temperature before the long uphill as shown by the broken line in FIG. The driving power cannot be sufficiently output to the motor generator, and there is a problem that the fuel consumption of the engine for compensating for it increases.

  Even when the battery temperature is within the predetermined appropriate temperature range, if the battery temperature is in the vicinity of the battery performance compensation upper limit temperature before the long downhill, when traveling on the long downhill, When the motor generator continues to generate power, the cooling by the cooling means is not in time, and the temperature of the battery that charges the electric power rises rapidly. As shown by the broken line in FIG. It causes a situation that exceeds. As a result, further charging of the battery becomes impossible, causing a problem that the kinetic energy of the large vehicle traveling on the downhill cannot be sufficiently regenerated.

  An object of the present invention is to provide a battery cooling structure for a hybrid vehicle that can sufficiently output power for traveling on a long uphill to a motor generator.

  Another object of the present invention is to provide a battery cooling structure for a hybrid vehicle that can sufficiently regenerate kinetic energy during traveling on a long downhill.

  The present invention provides an engine and a motor / generator that generate power for traveling, a battery that supplies power to the motor generator or charges power from the motor generator, and power for traveling is generated by the power supplied from the battery. Motor generator control means for controlling the motor generator so as to generate power by driving force from the wheel side, cooling means controlled by the motor generator control means for cooling the battery, and storage means for storing the planned travel path The battery cooling structure of a hybrid vehicle equipped with

  The characteristic configuration is that information relating to the slope of the planned travel route is stored in the storage means, and the motor generator control means is configured to start the slope when there is a slope exceeding a predetermined distance on the planned travel path stored in the storage means. Alternatively, the cooling device is controlled so that the temperature of the battery is positioned within a predetermined temperature range before the starting point.

  When a long downhill exists in the travel path and the hybrid vehicle travels on the long downhill, power generation by the motor generator is continued and the battery is continuously charged. In such a case, when the temperature of the battery is close to the battery performance compensation upper limit temperature, even if the cooling means is provided, the temperature of the battery exceeds the battery performance compensation upper limit temperature while traveling downhill. There is a fear.

  However, in the battery cooling structure of the hybrid vehicle of the present invention, when it is detected that a long downhill is present in the traveling path, the motor generator control means, before the start point of the downhill or the start point of the downhill, The cooling device is controlled so that the temperature of the battery is within a predetermined temperature range so that the battery temperature does not exceed the battery performance compensation upper limit temperature when the vehicle reaches the end point of the long downhill.

  As a result, the motor generator generates power on the long downhill, and it is possible to regenerate the power generated by the power generation by charging the battery, and then the power for driving the vehicle is used. Can be used.

  On the other hand, when a hybrid vehicle travels on such a long uphill when there is a long uphill in the travel path, a situation in which the motor generator runs the vehicle with the electric power from the battery continues. Then, the battery discharge continues. At this time, if the battery runs on an uphill with the battery temperature not reaching the battery performance compensation lower limit temperature, the discharge characteristics from the battery may deteriorate, and the driving force for running the vehicle by the motor generator may be insufficient.

  However, in the battery cooling structure for a hybrid vehicle according to the present invention, if a long uphill exists in the traveling path, the motor generator control means causes the battery temperature to rise at the start of the uphill or before the start of the uphill. The cooling device is controlled so as to be within a predetermined temperature range, and the temperature of the battery when the vehicle reaches the starting point of a long uphill is set to the battery performance compensation lower limit temperature or higher.

  As a result, deterioration of the discharge characteristics from the battery when traveling uphill thereafter is avoided, and it is possible to prevent a situation in which the driving force for driving the vehicle by the motor generator is insufficient.

It is a block diagram of the hybrid vehicle of embodiment of this invention. It is a figure which shows the relationship between the travel distance and the temperature of a battery when the hybrid vehicle drive | works the driving planned road which has a long downhill. It is a figure which shows the relationship between the travel distance and the temperature of a battery when the hybrid vehicle drive | works the driving planned road which has a long uphill. It is a figure which shows the relationship between the battery appropriate temperature range and a predetermined temperature range. It is a figure which shows the cooling procedure when the external temperature of the battery is high. It is a figure which shows the cooling procedure when the external temperature of the battery is low.

  Next, the best mode for carrying out the present invention will be described with reference to the drawings.

  FIG. 1 is a block diagram showing an example of the configuration of a hybrid vehicle 1 of the present invention. The hybrid vehicle 1 includes an engine 10 that generates power for running the hybrid vehicle 1, a motor generator 13 connected to the engine 10 via a clutch 12, and a transmission 16 connected to the motor generator 13.

  The engine 10 is an example of an internal combustion engine, and is controlled by an engine ECU 11 to be described later. The engine 10 combusts gasoline, light oil, CNG (Compressed Natural Gas), LPG (Liquefied Petroleum Gas), or alternative fuel, and the like, so that it is a hybrid vehicle. It is comprised so that the motive power which runs 1 may be generated. In the figure, the engine 10 is a diesel engine using light oil as a fuel, and reference numeral 10a indicates a fuel injection device 10a that injects light oil that is the fuel.

  The clutch 12 is exemplified as one that is mechanically controlled by the clutch booster 22 according to the hydraulic pressure controlled by the clutch actuator 21. The clutch actuator 21 is configured to be controlled by an electric signal from a clutch control ECU 18 described later.

  A motor generator 13 is connected to the engine 10 via the clutch 12, and the transmission 16 further connected to the motor generator 13 is a semi-automatic one. The clutch 12 is configured to transmit the shaft output from the engine 10 to the wheel 1 c via the transmission 16. That is, the clutch 12 is configured to drive the hybrid vehicle 1 by connecting the engine 10 and the transmission 16 under the control of the clutch control ECU 18.

  The motor generator 13 is a so-called motor generator that generates power for rotating the shaft by the electric power supplied from the inverter 14 and supplies the shaft output to the transmission 16 to run the hybrid vehicle 1. Alternatively, power is generated by power that rotates the shaft supplied from the transmission 16 due to the traveling of the hybrid vehicle 1, and the electric power is supplied to the inverter 14.

  The inverter 14 is controlled by the motor generator ECU 17 and converts DC power from the battery 15 into AC power, or converts AC power generated by the motor generator 13 into DC power. When the motor generator 13 generates power, the inverter 14 converts the DC power of the battery 15 into AC power, supplies the motor generator 13 with power, and when the motor generator 13 generates power, the inverter 14 The AC power from the motor generator 13 is configured to be converted into DC power. That is, the inverter 14 serves as a rectifier and a voltage regulator for supplying DC power to the battery 15.

  The battery 15 is a chargeable / dischargeable secondary battery. When the motor generator 13 generates power, the battery 15 supplies power to the motor generator 13 via the inverter 14 or the motor generator 13 generates power. When the motor generator 13 is in operation, it is charged by the electric power generated by the motor generator 13. In this embodiment, a battery chamber 20 that is in contact with outside air is formed below a loading platform (not shown), and a battery 15 is accommodated and provided in the battery chamber 20.

  The hybrid vehicle 1 is provided with a control device 2 that controls the engine 10 and the clutch 12 to run the hybrid vehicle 1. The control device 2 includes an engine ECU (Electronic Control Unit) 11 that controls the engine 10 in accordance with a driver request torque obtained from the amount of depression of the accelerator pedal 3, and a motor generator that controls the motor generator 13 via an inverter 14. The ECU 17 includes a clutch control ECU 18 that controls the clutch 12 so that the hybrid vehicle 1 travels by connecting the engine 10 and the transmission 16.

  Here, the engine ECU 11 that controls the engine 10 and the motor generator ECU 17 that controls the motor generator 13 cause the engine 10 and the motor generator 13 to output torque equal to the driver request torque obtained from the depression amount of the accelerator pedal 3. In this respect, the driving power control means 19 is configured.

  An engine ECU 11 that controls the engine 10 is a so-called computer constituted by a CPU (Central Processing Unit), an ASIC (Application Specific Integrated Circuit), a microprocessor (microcomputer), a DSP (Digital Signal Processor), and the like. , An arithmetic unit, a memory, an I / O (Input / Output) port, and the like are provided.

  The engine ECU 11 is connected to a detection output of an accelerator sensor 4 that detects the amount of depression of the accelerator pedal 3, and the control output of the engine ECU 11 is connected to a fuel injection device 10 a of the engine 10. The engine ECU 11 is configured to control the engine 10 such as a fuel injection amount and a valve timing in accordance with a driver request torque required from a depression amount of the accelerator pedal 3.

  The motor generator ECU 17 that constitutes the traveling power control means 19 together with the engine ECU 11 is a computer that operates in cooperation with the engine ECU 11, and is configured to control the motor generator 13 by controlling the inverter 14. When the accelerator pedal 3 is not depressed, the motor generator 13 is driven by the power supplied from the transmission 16 due to the traveling of the hybrid vehicle 1 to generate power, and the electric power obtained by the power generation is The battery 15 is configured to be charged.

  The clutch control ECU 18 is a computer that operates in cooperation with the travel power control means 19 including the motor generator ECU 17 and the engine ECU 11. The clutch control ECU 18 controls the clutch actuator 21 by an electric signal to connect the clutch 12 and connects the engine 10 to the transmission 16. Then, the hybrid vehicle 1 is configured to travel using torque generated by the engine 10 or torque generated by both the engine 10 and the motor generator 13. On the other hand, when the hybrid vehicle 1 is driven only by the motor generator 13 or in a power generation state in which the wheel 1c rotating during driving drives the motor generator 13, the clutch 12 is disconnected, the engine 10 is stopped, and the fuel is It is configured to be able to suppress consumption.

  In addition, since the hybrid vehicle 1 has a large amount of power generated by the motor generator 13, an independent cooling device 26 for cooling the large-capacity battery 15 provided in the battery chamber 20 is provided. . The cooling device 26 in this embodiment includes a heat exchanger 27 that is in a thermally coupled state with the battery 15, a battery that cools the battery 15 via the heat exchanger 27, and takes heat away from the refrigerant liquid that has cooled the battery 15. And a radiator 28.

  The heat exchanger 27 is thermally coupled to the battery 15 to adjust the temperature of the battery 15, and the heat exchanger 27 in this embodiment is connected via the air in the battery chamber 20 that houses the battery 15. The thing which cools the battery 15 is illustrated.

  That is, the heat exchanger 27 in this embodiment is configured by fixing a large number of radiating fins 27b to a heat exchange pipe 27a for circulating the refrigerant liquid. The heat exchanger 27 includes a circulation fan 27c that forcibly blows air. The circulation fan 27c cools the air by forcibly blowing air to the heat dissipating fins 27b and circulates the cooled air inside the battery chamber 20, thereby cooling the plurality of batteries 15 accommodated in the battery chamber 20. Configured as follows.

  A battery radiator 28 is connected to the heat exchanger 27 via a hose constituting a cooling water passage 29 for circulating the refrigerant liquid. A circulation pump 31 is provided in the hose that is the cooling water passage 29. That is, the heat exchanger 27 is connected by the cooling water passage 29 so that a circulation loop is formed between the circulation pump 31 and the battery radiator 28. The battery radiator 28 is provided with a blower fan 32 for forcibly blowing and cooling the battery radiator 28.

  The hybrid vehicle 10 is provided with a temperature sensor 33 that detects the temperature of the battery 15. The temperature sensor 33 in this embodiment is provided inside the battery chamber 20 and is configured to be able to directly or indirectly measure the temperature of the battery 15. The detection output of the temperature sensor 33 is connected to the control input of the motor generator ECU 17. Further, the control output of the motor generator ECU 17 is connected to the circulation pump 31 and the blower fan 32, and the operation of the circulation pump 31 and the blower fan 32 is controlled by the motor generator ECU 17 so that the battery 15 is connected to the battery performance compensation upper limit temperature. It is configured to cool below.

  The hybrid vehicle 1 is used commercially, and a digital tachograph 36 is provided because of the necessity of operation management. In this embodiment, a navigation device 37 that receives a signal from a GPS satellite and detects the current position of the vehicle 1 is also provided.

  The digital tachograph 36 and the navigation device 37 include a clutch control ECU 18, a computer that operates in conjunction with the motor generator ECU 17 and the engine ECU 11, and are constituted by a CPU, an ASIC, a microprocessor (microcomputer), a DSP, and the like. What has a calculating part, memory, etc. is used. The digital tachograph 36, the navigation device 37, the engine ECU 11, the clutch control ECU 18, and the motor generator ECU 17 are connected to each other by a bus that conforms to a standard such as CAN (Control Area Network).

  Further, the control device 2 is provided with storage means for storing the planned travel route. In this embodiment, the memory in the digital tachograph 36 or the memory in the navigation device 37 is used as a storage means, and before the vehicle 1 travels based on the operation instruction from the operation manager, the planned travel route of the vehicle 1 Are stored in these memories. Then, the travel planned road is configured so that information regarding the slope can be stored at the same time. Here, the information about the slope is information about the altitude of the planned travel route, and the slope between the travel distance and the elevation difference between the start point and the end point, that is, information about the slope is obtained.

  The characteristic configuration of the present invention is that the motor generator ECU 17 which is the motor generator control means has an uphill exceeding a predetermined distance or a downhill exceeding a predetermined distance on the planned travel path stored in the storage means. In this case, the cooling device 26 is controlled so that the temperature of the battery 15 is positioned within a predetermined temperature range at or before the start point of the uphill or downhill.

  Here, as shown in FIG. 4, the predetermined temperature range is a range in which an upper limit value lower than the battery performance compensation upper limit temperature and a battery performance compensation lower limit temperature are set as the lower limit values. The battery performance compensation upper limit temperature is the upper limit value of the battery proper temperature range, and the battery performance compensation lower limit temperature is the lower limit value of the battery proper temperature range.

  The battery proper temperature range is a temperature range in which the performance of the battery 15 can be compensated and the charge / discharge can be performed properly. If the battery temperature deviates from this range, the electrical characteristics of the battery 15 are deteriorated and the battery 15 is substantially charged / discharged. The temperature range in which the capacity that can be reduced is shown. And this battery appropriate temperature range is a specific temperature range which changes with kinds of the battery 15 to be used.

  The predetermined temperature range is a temperature range in which the battery performance compensation lower limit temperature is a lower limit value, but the upper limit value is an arbitrary value exceeding the battery performance compensation lower limit temperature and less than the battery performance compensation upper limit temperature. When the vehicle 1 travels downhill or uphill exceeding a predetermined distance on the planned travel route, the motor generator 13 continuously generates power or continuously generates driving power, such as In this case, the temperature of the battery 15 that continuously charges or discharges increases. The difference between the upper limit value of the predetermined temperature range and the battery performance compensation upper limit temperature is set to exceed the temperature increase value of the battery 15 when traveling on such a long downhill or long uphill.

  And although the cooling device 26 is controlled so that the temperature of the battery 15 is located within the predetermined temperature range determined in this way, the temperature adjustment of the battery 15 by the cooling device 26 is performed by the circulation pump 31 shown in FIG. The operation rate of the blower fan 32 is changed to change the circulation amount of the refrigerant and the amount of air blown to the battery radiator 28.

  Next, the operation of the battery cooling structure of the hybrid vehicle configured as described above will be described.

  When the hybrid vehicle 1 is traveling, the accelerator sensor 4 detects the amount of depression of the accelerator pedal 3, and the detection output is input to the engine ECU 11. The engine ECU 11 and the motor generator ECU 17 control the engine 10 and the motor generator 13 so as to output a driver request torque required from the depression amount of the accelerator pedal 3. Then, the clutch control ECU 18 controls the clutch actuator 21, connects the clutch 12, transmits the output of the engine 10 to the transmission 16, and causes the vehicle 1 to travel at a speed corresponding to the amount of depression of the accelerator pedal 3 that the driver steps on. It will be.

  On the other hand, when the accelerator pedal 3 is not depressed, the driving force from the wheel 1c rotating due to the traveling of the hybrid vehicle 1 is supplied via the transmission 16, and the motor generator 13 is driven by the power. The battery 15 is charged with the generated power. At this time, the clutch control ECU disconnects the clutch 12 and stops the engine 10 to suppress fuel consumption. As a result, the amount of fuel consumed can be suppressed and so-called fuel efficiency can be improved.

  During normal traveling on a flat road, the accelerator pedal 3 is stepped on and the depression is repeatedly performed, so that the battery 15 that repeatedly charges and discharges gradually increases its temperature. Therefore, the motor generator ECU 17 operates the circulation pump 31 and the blower fan 32 in the cooling device 26 to constantly cool the battery 15.

  The operation of the cooling device 26 in this embodiment is shown in FIG. In other words, in this embodiment, the motor generator ECU 17 operates the circulation pump 31 and the blower fan 32 at a rate of 30% in the cooling of the battery 15 during the normal running (S01).

  Even when the battery 15 of the cooling device 26 is cooled at the operating rate of 30%, the temperature of the battery 15 has risen, and the temperature of the battery 15 has approached the battery performance compensation upper limit temperature that lowers the performance. Is detected by the detection output of the temperature sensor 23 (S02), the motor generator ECU 17 operates the circulation pump 31 and the blower fan 32 at a rate of 80% to cool the battery 15 relatively strongly. Thus, the temperature of the battery 15 is prevented from exceeding the battery performance compensation upper limit temperature (S03). As a result, the performance and life of the battery 15 are prevented from being lowered.

  On the other hand, since the battery chamber 20 is provided by being exposed to the outside air, it is also affected by the outside air temperature. For this reason, when the outside air temperature is high, it becomes difficult to cool the battery 15, and the temperature of the battery 15 is likely to rise. On the other hand, if the outside air temperature is low, the temperature of the battery 15 is difficult to rise, and if the outside air temperature is less than 50% of the battery performance compensation upper limit temperature (S04), for example, the vehicle 10 may go up or down a long hill. Even if there is nothing, the temperature of the battery 15 does not exceed the battery performance compensation upper limit temperature.

  However, such a hybrid vehicle 1 is used commercially, and unlike a passenger car that mainly travels in town, it is mainly used to travel on a highway. In such a highway, a long uphill that gradually increases the altitude over several kilometers or tens of kilometers, or a long downhill that gradually decreases the altitude over several kilometers or tens of kilometers. Exists. And in the transportation using such a hybrid vehicle 1, it is operated based on the operation instruction in the operation manager, and before the vehicle 1 travels, the planned travel route of the vehicle 1 is And stored in a memory in the digital tachograph 36 as a storage means or a memory in the navigation device 37.

  For this reason, when the planned travel route is stored in such a storage means, the motor generator ECU 17 determines that this travel schedule is determined if the outside air temperature exceeds 50% of the battery performance compensation upper limit temperature (S04). Whether there is a long uphill on the road that gradually increases the altitude over several kilometers or tens of kilometers of mail or a long downhill that gradually decreases the altitude over several kilometers or tens of kilometers of mail. It detects (S05).

  The detection of this hill is detected from the difference between the altitude at the current position of the traveling vehicle 10 and the altitude of the scheduled road ahead of the current position, and when the difference exceeds the predetermined altitude difference. Recognize the existence of slopes. The slope may be specified based on the planned travel route stored in the motor generator ECU 17 so that an input person who inputs the planned travel route specifies the slope and inputs it directly. May be.

  And when there is a long downhill on the planned traveling road and the hybrid vehicle 1 travels on such a long downhill, the power generation by the motor generator 13 is continued and the battery 15 is continuously charged. Become. On the contrary, when a long uphill exists on the planned road and the hybrid vehicle 1 travels on such a long uphill, the generation of driving power by the motor generator 13 is continued and the battery 15 is discharged. It will be continuous.

  Therefore, when the motor / generator ECU 17 detects that the outside air temperature exceeds 50% of the battery performance compensation upper limit temperature (S04) and a long uphill or downhill is present on the planned travel route (S05), the motor generator The machine ECU 17 detects whether or not the temperature of the battery 15 is near the battery performance compensation upper limit temperature that lowers the performance (S06). If the temperature of the battery 15 is near the battery performance compensation upper limit temperature, the operating rate of the circulating pump 31 and the blower fan 32 that have already been increased to 80% are further increased to 100% (S07). Even after the battery 15 is cooled more powerfully and travels a long uphill or downhill, a situation in which the temperature of the battery 15 exceeds the battery performance compensation upper limit temperature is prevented.

  On the other hand, even if the motor generator ECU 17 detects that the outside air temperature exceeds 50% of the battery performance compensation upper limit temperature (S04) and there is a long uphill or downhill on the planned travel route (S05), the battery If the temperature of 15 is not near the battery performance compensation upper limit temperature (S06), the motor generator ECU 17 increases the operating rates of the circulation pump 31 and the blower fan 32 operating at the normal operating rate of 30% to 50%. It stays in operation (S08).

  Thus, in anticipation of the temperature rise of the battery 15 caused by the vehicle 10 traveling thereafter on a long uphill or downhill, the battery 15 is first promoted to cool, and the battery after traveling on the long uphill or downhill. The situation where the temperature of 15 exceeds the battery performance compensation upper limit temperature is prevented.

  Here, even when the outside air temperature is high, the temperature of the battery 15 may be low. Even if the outside air temperature exceeds 50% of the battery performance compensation upper limit temperature (S04) and the presence of a long uphill or downhill is detected on this planned travel route (S05), the temperature of the battery 15 remains at the battery performance. A case where the compensation lower limit temperature is not reached is also conceivable (S09). In this case, the motor generator ECU 17 sets the operating rate of the blower fan 32 that operates at a normal operating rate of 30% to 0%, increases the temperature of the battery 15, and keeps the temperature of the battery 15 within an appropriate temperature range. (S10).

  The above is the control content when the outside air temperature exceeds 50% of the battery performance compensation upper limit temperature, but when the outside air temperature is less than the battery performance compensation lower limit temperature (S11), as shown in FIG. It is controlled as follows.

  That is, when the outside air temperature is lower than the battery performance compensation lower limit temperature (S11) and the presence of a long uphill or downhill on the planned traveling road is detected (S12), the motor generator ECU 17 determines that the temperature of the battery 15 is the battery. It is detected whether or not the temperature is near the performance compensation upper limit temperature (S13). If the temperature of the battery 15 is near the battery performance compensation upper limit temperature, cooling due to the low outside air temperature is promoted, so that the circulation pump 31 and the blower fan 32 are operated at an operation rate of 50% (S14). ), The battery 15 is cooled together with the outside air temperature, and the situation where the temperature of the battery 15 exceeds the battery performance compensation upper limit temperature is prevented even after running on a long uphill or downhill.

  On the other hand, even if the outside air temperature is lower than the battery performance compensation lower limit temperature (S11) and the presence of a long uphill or downhill on the planned travel path is detected (S12), the temperature of the battery 15 becomes the battery performance compensation lower limit temperature. If not reached (S13, S15), the motor generator ECU 17 completely cools the battery 15 by setting the operating rates of both the circulation pump 31 and the blower fan 32 operating at the normal operating rate of 30% to 0%. First, the temperature of the battery 15 is raised by self-heating so that the temperature of the battery 15 falls within the appropriate temperature range (S16).

  Thus, when it is detected that a long uphill or downhill exists in the traveling road, the motor generator ECU 17 that is the motor generator control means, at the start point of the downhill or before the start point of the downhill, The cooling device 26 is controlled so that the temperature of the battery 15 falls within a predetermined temperature range.

  Here, as described above, the upper limit value of the predetermined temperature range is not limited even if there is a temperature rise of the battery 15 considered when traveling on a long uphill or downhill exceeding a predetermined distance on the planned travel route. Since the value does not exceed the performance compensation upper limit temperature, it is possible to prevent a situation in which the temperature of the battery 15 exceeds the battery performance compensation upper limit temperature after traveling on the long uphill or downhill.

  An example is shown in FIG. FIG. 2 (a) shows a case where the vehicle 1 travels from point A to point B, and the front and back of point C between 20 kilometers and 60 kilometers from point A are exemplified as long downhills. For this reason, for example, when a long downhill before and after the point C shown in FIG. 2A exists in the traveling road, the motor generator ECU 17 serving as the motor generator control means is shown in FIG. As described above, the cooling device 26 is controlled such that the temperature of the battery 15 falls within a predetermined temperature range before the start point of the downhill or before the start point of the downhill.

  That is, when there is a long downhill on the scheduled road and the temperature of the battery 15 exceeds the upper limit value, the temperature of the battery 15 is controlled to decrease before reaching the downhill. In this way, if the temperature of the battery 15 is lowered in advance and the temperature of the battery 15 is within a predetermined temperature range at the start point of a long downhill, as shown by the solid line, the end point of the long downhill is reached. The temperature of the battery 15 when the vehicle reaches the maximum temperature does not exceed the battery performance compensation upper limit temperature.

  As a result, when the accelerator pedal 3 is not depressed on the long downhill, the motor generator 13 generates electric power by the driving force from the wheels 1c resulting from the traveling of the vehicle 1, and all the electric power generated by the electric power generation is stored in the battery. 15 can be regenerated by being charged, and the electric power for driving the vehicle 1 thereafter can be used to effectively use energy.

  Here, the position of the vehicle 1 traveling on the planned travel route can be detected by the navigation device 37 or detected from the travel distance stored in the digital tachograph 36, and the control for lowering the temperature of the battery 15 in advance is performed. The operation rate of the circulation pump 31 and the blower fan 32 of the cooling device 26 can be changed.

  Such control is the same when there is a long uphill on the planned travel route. As this long uphill, for example, as shown in FIG. 3A, when the vehicle 1 travels from the D point to the E point, the front of the F point between 85 km and 110 km from the D point is Illustrated as a long uphill.

  When the hybrid vehicle 1 travels on such a long uphill, the situation in which the motor generator 13 travels the vehicle by the electric power from the battery 15 continues, and the discharge from the battery 15 continues. .

  However, in the case where the battery chamber 20 that houses the battery 15 is provided outside to be exposed to the outside air, the cooling of the battery 15 is promoted during traveling in winter, and the temperature of the battery 15 is increased as shown in FIG. May fall below the battery performance compensation lower limit temperature. As described above, when the vehicle 15 travels uphill in a state where the temperature does not reach the battery performance compensation lower limit temperature, the discharge characteristics from the battery 15 are deteriorated, and the driving force for causing the motor generator 13 to travel the vehicle is insufficient. There is a possibility that the consumption of fuel consumed by the engine 10 to increase the situation will increase.

  For this reason, when it is detected that a long uphill exists in the travel path, the motor generator ECU 17 serving as the motor generator control means detects the temperature of the battery 15 at the start point of the uphill or before the start point of the uphill. Is controlled to be within a predetermined temperature range. Here, since the predetermined temperature range is a temperature range in which the battery performance compensation lower limit temperature is a lower limit value, as shown by a solid line in FIG. 3B, at least the starting point of the uphill (about 85 from the point D). The temperature of the battery 15 is set to be equal to or higher than the battery performance compensation lower limit temperature at the kilometer point (point of FIG. 3 (2)). As a result, it is possible to avoid deterioration of the discharge characteristics from the battery 15 when traveling on the uphill, and to prevent a situation in which the driving force for driving the vehicle 1 by the motor generator 13 is insufficient.

  Here, in order to increase the temperature of the battery 15 when the temperature falls below the battery performance compensation lower limit temperature, the circulation pump 31 and the blower fan 32 of the cooling device 26 are operated in the normal traveling state before reaching the start point of the long uphill. It can be performed by stopping and allowing a temperature rise due to charging / discharging of the battery 15 during normal driving. FIG. 3B shows a case where the operation of the circulation pump 31 and the blower fan 32 is stopped between (1) and (2) to increase the temperature of the battery 15.

  In the above-described embodiment, a cargo truck vehicle is exemplified as the hybrid vehicle, and the battery chamber 20 is formed below the loading platform 10b. However, the hybrid vehicle 1 may be a bus. Moreover, as long as the battery chamber 20 can accommodate the battery 15, it is not restricted to what is provided under a loading platform.

  In the above-described embodiment, the hybrid vehicle 1 in which the motor generator 13 is connected to the engine 10 via the clutch 12 is illustrated. However, as long as the driving power control unit that controls the engine 10 and the motor generator 13 is provided. The arrangement of the engine 10 and the motor generator 13 is not limited to this. For example, a hybrid vehicle in which the clutch 12 is provided between the motor generator 13 and the transmission 16 may be used.

  In the above-described embodiment, the cooling device 26 includes the heat exchanger 27 and the battery radiator 28 that cools the battery 15 through the heat exchanger 27 and removes heat from the refrigerant liquid that has cooled the battery 15. It explained using. However, as long as the battery 15 can be cooled, the structure of the cooling device 26 is not limited to this, and the cooling device 26 of another structure may be used.

  Moreover, in embodiment mentioned above, operation | movement of the circulation pump 31 and the ventilation fan 32 of the cooling device 26 can be changed, and the temperature of the battery 15 is raised by stopping the operation | movement of one or both of them. Explained the case. However, the means for raising the temperature of the battery 15 is not limited to this, and a heater for raising the temperature of the battery 15 may be provided separately.

  Furthermore, as long as the predetermined temperature range is a temperature range in which the battery performance compensation lower limit temperature is a lower limit value, the difference between the upper limit value and the battery performance compensation upper limit temperature exceeds the predetermined distance on the planned traveling road, The upper limit value of the predetermined temperature range may be increased or decreased so as to be proportional to the elevation difference of the end point. That is, if the elevation difference between the start point and the end point is large, the upper limit value of the predetermined temperature range is decreased, and if the elevation difference is small, the upper limit value of the predetermined temperature range may be made closer to the battery performance compensation upper limit temperature. .

  This is because if the altitude difference is large, the amount of power generated by the motor generator 13 on the downhill increases, and the temperature rise of the battery 15 also increases. If the altitude difference is small, on the downhill This is because the amount of power generated by the motor generator 13 is also reduced, and the temperature rise of the battery 15 is also reduced. For this reason, by lowering the upper limit value of the predetermined temperature range when there is a longer downhill and setting it within the predetermined temperature range at the start point of the longer downhill, for example, the temperature of the battery 15 at the start point Even if the upper limit value is reached, the temperature of the battery 15 when reaching the end point can be prevented from exceeding the battery performance compensation upper limit temperature.

DESCRIPTION OF SYMBOLS 1 Hybrid vehicle 3 Accelerator pedal 10 Engine 13 Motor generator 15 Battery 17 Motor generator ECU (motor generator control means)
26 Cooling device (cooling means)
36 Digital tachograph (memory means)
37 Navigation device (storage means)

Claims (1)

An engine (10) and a motor generator (13) for generating driving power; a battery (15) for supplying electric power to the motor generator (13) or charging electric power from the motor generator (13); Motor generator control means (17) for controlling the motor generator (13) so as to generate driving power from the power supplied from the battery (15) or to generate power by driving force from the wheel side, In the battery cooling structure for a hybrid vehicle, comprising: cooling means (26) controlled by the motor generator control means for cooling the battery (15); and storage means (36, 37) for storing the planned travel path.
Information relating to the slope of the planned traveling road is stored in the storage means (36, 37),
When the motor generator control means (17) has a slope exceeding a predetermined distance on the planned travel route stored in the storage means (36, 37), the battery ( The battery cooling structure for a hybrid vehicle, wherein the cooling means (26) is controlled so that the temperature of 15) is positioned within a predetermined temperature range.

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